Back Mounted Flight Machine

ABSTRACT

A back mounted flight machine comprises a frame comprising a connecting bracket, a pair of lateral arms extending from the connector bracket, and an engine mounted on each of the lateral arms in a selected position. A harness is mounted on the connecting bracket of the frame between the pair of lateral arms. Further, a fastening mechanism is provided for connecting the harness to the connecting bracket to permit relative movement between the harness and the frame in a plurality of orientations.

CROSS REFERENCE TO RELATED APPLICATIONS

This application is a continuation application of U.S. patentapplication Ser. No. 15/191,429 filed Jun. 23, 2016, which claims thebenefit of U.S. Provisional Patent Application No. 62/185,178 filed Jun.26, 2015, U.S. Provisional Patent Application No. 62/249,794 filed Nov.2 2015, and U.S. Provisional Patent Application No. 62/293,290 filedFeb. 9, 2016, all of which are incorporated herein in their entirety.

FIELD AND BACKGROUND OF THE INVENTION

This invention relates to a back mounted flight machine. Such a machineis sometimes also referred to as a jet pack, and comprises a harnesswhich is attached to the back and shoulders of a user or pilot, theharness supporting a frame for engines, controls, fuel tanks and othercomponents.

The back mounted flight machine in accordance with the inventionattaches to the user or pilot. The user or pilot is able through variousmechanisms of control to orient the machine in different positions so asto determine and regulate the direction of flight, or enable the machineto substantially hover in a single location, and also to adjust andmodulate the thrust, force and orientation of the engines to controlascent and descent before and during flight.

Various types and configurations of back mounted flight machines havebeen developed over the years, and all of these devices have needed toaddress and improve upon parameters such as weight, engine location,engine type, pilot control, fuel tank size and position, in order tocreate a device which is both safe and easy to control by experiencedpilots. An enduring issue with these flight devices relates to controland reduction of weight, as well as the amount of fuel stored andburned, so that the pilot is able to remain airborne for more than justshort periods of time.

SUMMARY OF THE INVENTION

According to one aspect of the invention, there is provided a backmounted flight machine comprising: a frame comprising a connectingbracket, a pair of lateral arms extending from the connector bracket,and an engine mounted on each of the lateral arms in a selected andvariable position; a harness mounted on the connecting bracket of theframe and between the pair of lateral arms; and a fastening mechanismfor connecting the harness to the connecting bracket of the frame topermit relative movement between the harness and the frame in aplurality of orientations.

Preferably, the back mounted flight machine comprises a fuel tankattached to the harness. In one embodiment, each of the pair of lateralarms comprises a control arm to facilitate relative movement between theharness and the frame and a mounting arm for receiving the engine. Eachof the pair of lateral arms may comprise a control arm and a mountingbracket for mounting the engine on the control arm.

In a preferred embodiment, each lateral arm has multiple points forconnection of the engine so that the engine may be positioned at aselected and variable point along the lateral arm. The multiple pointsfor connection may comprise a plurality of spaced apertures by means ofwhich the engine can be bolted to the lateral arm. Further, an enginemounting bracket for mounting the engine to the lateral arm may beprovided. The engine may be mounted to the engine mounting bracket atone of several mounting positions so that the distance between theengine and the lateral arm can be selectively varied. Further, theengine may be mounted to the engine mounting bracket in one of severalmounting positions so that the engine may be vertically higher or lowerrelative to the lateral arm.

In one embodiment, the fastening mechanism comprises a pair of verticalbrackets within the connecting bracket, a rod rotatably received by thevertical brackets, a fastening plate fixed to the harness, and a rod endhaving a first end rotatably secured to the rod and a second endconnected to the fastening plate. The relative movement between theharness and the frame in a plurality of orientations may includemovement wherein the frame and harness can move in a clockwise andcounterclockwise direction relative to each other and in a fore and aftdirection relative to each other.

Preferably, a control handle is formed at an end of each of the pair oflateral arms, the control handle facilitating engine control andrelative orientation between the harness and the frame. The controlhandle may include a rotatable engine control post for controllingengine output. The control handle may also include an emergency switchfor altering engine output, the emergency switch including a tieconnectable to a pilot, such that selected movement of the hand of thepilot will cause the tie to activate the emergency switch. Additionally,the control handle may include a tab on an outer surface thereof, thetab cooperating with a spring-loaded arm for controlling thrust of theengine.

In one embodiment, the flight machine may comprise a pair of retractablebarriers formed between the harness and the engines, the retractablebarriers been movable between a first extended position between theharness and the engines, and a second retracted position. The flightmachine may also comprise a retractable post for supporting the flightmachine when on solid ground. There may also be a compartment for astored parachute, wherein the parachute can be deployed in bothemergency and non-emergency situations.

Each engine may comprise deflectors to facilitate control of directionof the flight machine, the deflectors being connected to a hand controldevice formed on the lateral arms by cables.

Further, the hand control may be rotatable and calibrated such thatthrust increases at a greater rate during the early stages of rotationof the hand control, and at a lesser rate once the flight device isairborne.

In one preferred embodiment, a cooling mechanism may be provided wherebyoil is deposited at bearings within the engine after shut down butbefore engine rotation has ceased.

The present invention thus comprises a harness mounted to the back andshoulders of the pilot. A frame is mounted on the harness, and thelocation and type of mounting according to the present inventionimproves the ability to control and maneuver the flight machine with agreater degree of safety. The frame itself supports a fuel tank and atleast two engines, in one embodiment. The frame preferably includescontrol arms extending forwardly of the harness so that the pilot'shands, and at least a part of his forearms, can comfortably andconveniently rest thereon and manipulate engine control and direct theflight with the control arms. In one form of the invention, there aretwo engines preferably located laterally of the pilot on the frame ofthe device. An embodiment of the invention requires that the respectiveengines be counter-rotating relative to each other so that therotational forces of one engine may be substantially canceled by therotational forces of the other, providing additional stability to theflights device.

In accordance with the invention, both of the engines are movable on theframe so that they can be optimally positioned thereon. Preferably, theengines can be adjusted so as to move to a more forward position, or amore rearward position. Furthermore, the invention provides that theengines may further be adjusted so as to move laterally more outwardlyor laterally more inwardly. These movements are attainable based on theparticular construction of the frame, and the manner in which theengines are mounted to the frame. A clear advantage of the ability tofine tune the position of the engines relative to the frame is that thesize, weight, and weight distribution of the pilot can be factored in sothat the location of the engines can be optimized based on theseparameters.

As mentioned, the engines may be counter-rotating with respect to eachother, and this leads to more stability since precession issignificantly reduced or even substantially eliminated.

In accordance with a further aspect of the invention, the enginesutilized with the flight device of the invention may have a mechanismincorporated therein for cooling the engines after they have been shutdown (that is, the supply of fuel to the engine has been stopped). Theengines may continue to spin in order to provide cooling after theengines have been switched off. Further, appropriate lubrication ofbearings can take place in order to reduce wear on the bearing. This mayalso have the added effect of preventing a buildup of heat. The spinningof the engine may continue to push cool air through, and thereby coolheated components.

In accordance with a further aspect of the invention, the flight deviceof the invention may include a float, air bags, or the like which maypop-up or activate upon landing, such as in water. Thus, for example,after a predetermined amount of time, such as for example two seconds,sensors which sense the presence of water around the flight device willcause air bags to inflate, therefore causing the device to float. Thismay provide an additional safety factor to the pilot, as well as preventthe sinking of the device if it should land in water.

According to a further aspect of the invention, the fuel tank mayincorporate a bladder therein, in which the fuel is held. A break in thetank would therefore not necessarily result in a fuel leakage, since anadditional protective bladder for containing the fuel would provide afurther barrier against such fuel leakage, unless the impact which maycause breakage of the fuel tank is sufficiently large to cause a ruptureof the bladder as well.

It is known in flight devices of this type that the burning of fuelchanges the center of gravity of the fuel tank and hence the potentialdirection of the flight device itself. It will be noted from thedrawings and associated text in this application that the presentinvention, in one aspect thereof, requires a relatively high pivot pointby means of which the frame is connected to the harness. This high pivotconnection point can be utilized to advantage to adjust the engine andmotor positions as fuel is being burned, so that changes in the centerof gravity as a result of the reduction in the amount of fuel can bemore easily dealt with by the pilot. As fuel burns, the device becomeslighter, changing the center of gravity, and the high pivot pointfacilitates control of the flight device by enabling the pilot to makesmall adjustments in response to the changing center of gravity. Asnoted and illustrated in the drawings, the pivot point and assemblyallows the harness to move relative to the frame, upon which the enginesand fuel tank is mounted, in both a forward and aft direction, as wellas a left and right pivotal rotation. Fine control and positioning ofthe engines and fuel tank are therefore facilitated by the high pivotpoint assembly connection, as well as the nature of the connection whichallows relative movement between the harness and the frame in manyorientations, so that improved control of the flight device canpotentially be achieved.

In a another embodiment of the invention, the flight device of theinvention may comprise a single engine with a pair or double ducts. Thesingle engine would discharge into one or two ducts, and ultimately intoa pair of ducts, preferably two lateral ducts on each side of the pilot,and away from the pilot. In this bifurcated arrangement, two operationaloptions may be possible. In a first embodiment, the entire duct,including bifurcated ducts, may move as the frame upon which it ismounted is moved by the pilot. In a further option, the ducts themselveswould not move, but the ends of the ducts of each of the bifurcatedducts may move or incorporate deflectors so that the air discharge fromthese ducts may be controlled to determine the direction of the flightdevice. In yet a further embodiment, a single engine and single duct maybe provided on the frame, with the single duct providing all of thenecessary thrust to pilot and steer the flights device.

BRIEF DESCRIPTION OF THE DRAWINGS

In the drawings:

FIG. 1 is a front perspective view of a back mounted flight machine inaccordance with one aspect of the invention;

FIG. 2 is a front view of the back mounted flight machine as illustratedin FIG. 1;

FIG. 3 is a front view as shown in FIG. 2 of the drawings, showing theframe moved in a clockwise direction;

FIG. 4 is a front view as shown in FIG. 2 of the drawings, showing theframe moved in a counterclockwise direction;

FIG. 5 is a side view of the back mounted flight machine shown in FIG. 1of the drawings;

FIG. 6 is a side view similar to that in FIG. 5 of the drawings, showingthe frame moved in an upward direction;

FIG. 7 is a side view similar to that in FIG. 5 of the drawings, showingthe frame moved in a downward direction;

FIG. 8 is a top view of the back mounted flight machine as shown in FIG.1 of the drawings;

FIG. 9 is a section through the back mounted flight machine of theinvention, illustrating the connection between the frame and theharness;

FIG. 10 is a detailed section view through the back mounted flightmachine including the connection between the frame and the harness;

FIG. 11 is a rear view, partly in section, also illustrating the natureof the connection between the frame and the harness;

FIG. 12 is a detailed cross-sectional view through the frameillustrating in further detail the connection;

FIG. 13 is a rear view of a back mounted flight machine in accordancewith a further aspect of the invention illustrating dual ducting;

FIG. 14 is a side view of the back mounted flight machine illustrated inFIG. 14 of the drawings;

FIGS. 15A, 15B, 15C and 15D show various views of components of analternative arm configuration for use on a back mounted flight machinein accordance with a further embodiment of the invention;

FIGS. 16A, 16B, 16C, 16D and 16E show various views of additionalcomponents for use in an alternative arm configuration for use on a backmounted flight machine in accordance with the present invention;

FIGS. 17A, 17B, 17C and 17D show schematic representations of componentsin an alternative arm configuration for use on a back mounted flightmachine in accordance with the present invention;

FIGS. 18A, 18B and 18C illustrate schematically a pivot mount structurein accordance with one aspect of the present invention;

FIG. 19 illustrates an alternative structure for mounting an engine in aback mounted flight machine in accordance with one aspect of theinvention;

FIGS. 20A, 20B, 20C and 20D show additional structures in an alternativeembodiment of the back mounted flight machine in accordance with afurther aspect of the invention;

FIG. 21 is a top view of a back mounted flight machine in accordancewith one aspect of the invention showing the mounting of the engines andcontrol mechanisms mounted at the end of the arms;

FIG. 22 is a perspective view of an engine mounted on a frame, includingdeflectors, of a back mounted flight machine of the invention;

FIG. 23 is a detailed view of a back mounted flight machine inaccordance with one aspect of the invention, including details relatingto the hand controls and a safety switch connectable to the hand of thepilot;

FIG. 24 is a similar view to that shown in FIG. 23, illustrating thesituation where the hand and arm of the pilot disconnects the safetyswitch;

FIGS. 25, 26 and 27 show sequential operation of a and control mechanismfor controlling the engine for a back mounted flight machine inaccordance with one aspect of the invention;

FIG. 28 is a top view of a back mounted flight machine in accordancewith a further aspect of the invention with two engines mounted on eachside thereof;

FIGS. 29 and 30 illustrate a back mounted flight machine in accordancewith a further aspect of the invention including a retractableprotective barriers which can be deployed between the pilot and theengines;

FIGS. 31 and 32 illustrate a back mounted flight machine in accordancewith yet a further aspect of the invention including a retractablelanding gear which can be deployed to support the machine on land;

FIGS. 33 and 34 illustrate a back mounted flight machine in accordancewith still a further aspect of the invention including the presence anddeployment of a parachute for possible use in both emergency andnon-emergency situations;

FIG. 35 is a side view of a back mounted flight machine in accordancewith a further aspect of the invention including a battery pack; and

FIG. 36 is a top view of the back mounted flight machine as illustratedin FIG. 35 of the drawings.

DETAILED DESCRIPTION OF THE INVENTION

Reference is now made to the drawings. The figures accompanying thisapplication show various aspects of a jet pack or back and shouldermounted flight machine in accordance with different embodiments of thepresent invention.

FIGS. 1 to 12 show one embodiment of the invention, showing a jet packor back mounted flight machine 12. The jet pack comprises a frame 14, aharness 16 attached to the frame 14, as well as a pair of laterallyplaced engines 18 and 20, also attached to the frame 14. Further, a fueltank 22 is connected to the frame 14.

The frame 14 includes a rear generally horizontal bracket 24, attachedto the harness 16 as will be described, a pair of control arms 26, and apair of engine mounting arms 28. The engine mounting arms 28 each haveattached thereto one of the engines 18 or 20. As will be seen in thefigures, the engines 18 and 20 are attached to the engine mounting arms28 by a pair of brackets 32 and 34, and these brackets 32 and 34cooperate with mounting holes on the engine mounting arms 28, so thatthe engines 18 and 20 can be adjusted to be slightly forward or slightlyaft, as may optionally be desired based on the size and weight of apilot, amongst other things. Furthermore, the engines 18 and 20 may bemoved laterally inwardly or outwardly so as to be nearer or further awayfrom the pilot, and this may be achieved by orienting the brackets 32and 34 on the engine mounting arms 28, and selecting the angularpositions of these brackets 32 and 34 relative to the engine mountingarms 28 so as to attain the desired position.

The control arms 26 have at the ends thereof controllers 38 which can berotated and otherwise used to steer the flight device, as well as adjustthe engine thrust and power output to permit the pilot to ascend ordescend the flight device. In the embodiment shown, the controllers 38,as well as the control arms 26, allow the pilot to move the frame 14about its pivot point assembly (to be described) so as to move orreorient the engines 18 and 20 mounted on the control arms 26 to providethe necessary directional thrust. Further, rotation or other appropriateselected maneuvering of the controllers 38 may allow, through a cableconnection, the manipulation of deflectors 42 on the engines 18 and 20,to control direction, amongst other things. The controllers 38 may alsoprovide control mechanisms for adjusting the thrust and power output ofthe engine to control ascent and descent of the flight device.

It will be noted that the engine mounting arms 28 have located along thelength thereof a series of spaced holes or apertures 92, by means ofwhich the brackets 32 and 34 may be connected to the engine mountingarms 28. As previously noted, the position of the engines 18 and 20 maybe moved forward and aft on the mounting arms 28, effectively allowingin a relatively simple and easy to achieve manner the ability toposition each of the engines 18 and 20 at a selected and optimal pointalong the mounting arms 28. Thus, utilizing bolts or other connectingfasteners or hardware, the bracket 34 to which the engine 20 is attachedmay be slid up and down the mounting arm 28, and attached at the desiredpoint on the mounting arm by using the nearest apertures 92 to achievethe securement. The correct positioning of the engines 18 and 20 on themounting arms 28 is of considerable importance, and the selection of thebest position in a given situation may vary depending on flightconditions, the size of the pilot, the position of the pilot within theharness, and other factors. The invention thus provides a mechanismwhereby the engines 18 and 20 may be appropriately positioned on themounting arms 28 without requiring any major constructional changes tothe back mounted flight machine.

The harness 16 is connected to the frame 14 at a pivot point, shown inseveral of the figures, but is well illustrated in FIGS. 9, 10, 11 and12 of the drawings. The pivot assembly 50 includes a rod 52 and a rodend 54. The rod end 54 connects to an attachment structure 56 on theback of the harness 16. The rod 52 is received by rod brackets 60 and 62inside of the frame 14. Ball bearings are provided within the assembly50. The pivotal connection between the harness 16 and the frame 14allows relative movement therebetween into at least two orientations. Inthis regard, the frame 14 and control arms 26 can be moved up and downrelative to the harness, as illustrated in FIGS. 6 and 7, and thecontrol arms 26 can also be moved in a pivotal or rotational manner sothat one arm goes up while the other down, as illustrated in FIGS. 3 and4. The ability to move in these different orientations and axes providesthe pilot with considerable control and flexibility.

Note that the pivot assembly includes internal ball bearings which allowand facilitate such pivoting or rotation within the bracket.

FIG. 1 of the drawings shows the back mounted flight machine 12 in afront perspective view, and is illustrated generally at an at restposition. FIG. 2 of the drawings shows a front view of the back mountedflight machine 12 also at a generally rest position, with the controlarms 26 both in a substantially non-tilted and generally horizontalposition. Figure of the drawings illustrates the flight machine 12wherein a slight clockwise rotation of the frame 14 relative to theharness 16 has occurred, through the operation and function of the pivotassembly 50. FIG. 4 of the drawings illustrates the flight machine 12wherein a slight counterclockwise rotation of the frame 14 relative tothe harness 16 has occurred, once more, through the operation andfunction of the pivot assembly 50. These clockwise and counterclockwiserotations obviously have the effect of reorienting the position of theengines 18 and 20, at the same time changing the direction of thrust,from generally vertical to slightly angled. In this way, therefore, thismovement constitutes a mechanism whereby the pilot is able to steer ormove the flight machine 12 in the desired direction by adjusting theposition of the control arms 26 and thus the engines 18 and 20.

FIG. 5 shows a side view of the flight machine 12 in a generally at restposition. As mentioned above, relative movement between the frame 14 andthe harness 16 can occur not only bilateral up and down movement, butalso by forward and backward tilting. This is illustrated in FIGS. 6 and7 of the drawings. In FIG. 6 of the drawings, the pilot's manipulationof the control arms 26 causes the frame 14 to tilt upwards relative tothe harness 16, while in FIG. 7 of the drawings, a downward tilt isachieved. With reference to FIGS. 6 and 7, it will be seen that theorientation of the fuel tank 22 is generally unchanged, and that thefuel tank 22 will not go through any substantial changes in orientationor relative position during the course of the flight.

FIG. 8 of the drawings shows a top view of the flight machine 12 of theinvention, including the harness 16 and frame 14, and the mounting ofthe laterally placed engines 18 and 20 on the engine mounting arms 28through the medium of the brackets 32 and 34. FIG. 8, as well as theprevious figures, illustrate the configuration where the frame 14includes both the control arms 26 as well as the engine mounting arms28, so that any movement of the control arms 26 effected by the pilotwill produce a concomitant movement of the engine mounting arms 28 andthus the engine 18 and 20 positions as well.

FIG. 9 of the drawings shows a sectional view through the flight machine12 of the invention through line 9-9 in FIG. 8 of the drawings. FIG. 9of the drawings shows the entire flight machine 12 in section, and helpsto illustrate the position and structure of the pivot assembly 50. Withreference to FIG. 10 of the drawings, there is shown a more detailedside view of the pivot assembly 50, and the mechanism by means of whichit attaches the frame 14 to the harness 16. In this regard, it should benoted that the fuel tank 22 itself is fixedly connected to the back ofthe harness 16, and remains fixed relative to the harness 16, at lowerconnection points 96 and 98, as well as upper connection point 100, sothat movement of the control arms 26 by the pilot will result inrelative movement between the frame 14 on the one hand, and the harness16 and fuel tank 22 on the other.

FIG. 11 of the drawings shows a rear view detail of the flight machine12 of the invention, and particularly the frame 14 and the harness 16connected at the pivot assembly 50. A connector plate 104 is fastened tothe back of the harness 16, as part of the attachment structure 56. Theconnector plate 14 includes a centrally located slot 106 which receivesthe rod end 54, thereby establishing the connection between the rod 52and the harness 16. Within the frame 14, which is hollow, the rodbrackets 60 and 62 are located, and these rod brackets 60 and 62 receivethe rod 52, thereby establishing the connection between the rod 52 andthe frame 14. This pivot assembly 50, and its structure and mechanismfor attachment to the frame 14 and harness 16 respectively, facilitatesthe clockwise and counterclockwise movement ability, as well as the forand aft tilting ability, as already described with reference to previousfigures. It is to be noted that the rod 52 is received within clusteredball bearings 110 within a housing, which facilitate the smooth andsliding relative movement required, as described above.

FIG. 12 of the drawings shows a detail of the frame 14 and enlargedversions of the components and hardware by means of which the frame 14is connected to the harness 16 through the connector plate 104. It canbe seen that the hollow tube comprising the frame 14 houses the rodbrackets 60 and 62, which receive the rod 52, including a ball bearingcluster 110. The connection between the frame 14 and harness 16constitutes a fastening mechanism which allows relative movement betweenthe frame 14 and harness 16 in both the clockwise and counterclockwisedirections, as well as fore and aft tilting. Further, it is to be notedthat the connection between the frame 14 and harness 16 is locatedtowards the top, and preferably center, of the harness 16, a positionwhich allows and facilitates better control and maneuverability by thepilot of the flight machine 12.

FIGS. 13 and 14 show a different embodiment of the invention, includinga rear mounted single engine 160 which discharges into a duct 162. Theduct 162 may then split into two lateral ducts 164 and 166 so as to beof a bifurcated configuration, as shown in FIG. 13 of the drawings,providing the necessary thrust. Alternatively, there may be a singleduct outlet. FIGS. 13 shows a rear view of this configuration, whileFIG. 14 shows a side view thereof.

FIGS. 15 to 18 show the structure of an alternative embodiment of theframe, in which the engines 18 and 20 are mounted from bracketsconnected to the control arms. In this configuration, in contrast to theembodiment shown in FIG. 1 and other figures, there is no separatemounting arm 28, and the control arm 26 also serves as the component bymeans of which the lateral engines are connected to the flight machine12. Therefore, in this embodiment, the frame 14 may be of a slightlysimpler design, melding the control arms 26 and engine mounting arms 28into a single component. It is to be noted that the same ability to finetune the position of the engines 18 and 20, as described in previousembodiments, remains, and by utilizing the control arm as a mountingsurface in combination with flexible designed brackets and multiplepoint mounting areas, an optimal position for the engines can beestablished based on the specific parameters which may be taken intoaccount for the engine mounting.

There is provided an L-shaped bracket connected at one point to thecontrol arm, and at another point to the engine. This bracket may bemoved forward and aft along the control arm, and secured in a positionbest suited to the weight and size of the pilot.

FIG. 15A of the drawings shows a side view of a main bracket or controlarm, while FIG. 15B is a front view thereof, and FIG. 15C a top view.FIG. 15D is a cutaway or section front view showing some of theconstructional features of the main bracket.

FIG. 16A is a top view of the engine grip arm, or bracket, which is anintermediate of fee fastening component between the control arm or mainbracket and the engine. FIG. 16B is a front view of the grip arm, FIG.16C is a rear view of the grip arm, FIG. 16D is a top view of the griparm, and FIG. 16E is a side view of the grip arm.

FIG. 17A is a view of the engine grip, FIG. 17B is a top view thereof,and FIG. 17D is a side view thereof.

FIGS. 18A, 18B and 18C show a detail of the pivot assembly, such as thatseen in FIG. 12, in accordance with one embodiment of the invention, asdescribed generally in previous figures. FIG. 18B illustrates the bottomview, while FIG. 18C illustrates the side view.

FIG. 19 of the drawings shows a top view, left side, of an engine mountof the invention. In this embodiment, as mentioned above, the engine ismounted by means of a bracket directly to the component which is alsothe control arm. A part of the control arm 70 is shown in this figure,and the L-shaped bracket 72 (seen in FIGS. 16A and 21) is attachedthereto. An engine 74 is attached to the L-shaped bracket 72. The engine74 can be moved fore and aft by repositioning the L-shaped bracket onthe control arm 70. In this regard, it will be seen that the control arm70, illustrated and described in previous figures, has a multiplicity offastening or connection points for the engine bracket, so that theflight machine 12 of the invention in accordance with this embodimentstill allows optimal and fine tuned multi-positioning of the engine 74based on external parameters, including, for example, the size andpositioning of the pilot, amongst other things. It is to be noted thatthe engine 74 can be moved backward and forward along the control arm 70by adjusting the connection point of the bracket 72 on the control arm70. Additionally, by means of the connection of the engine 74 to thebracket 72, the engine 74 can be adjusted so as to be nearer to, orfurther away from, the control arm 70. As such, a significant range ofpotential locations and orientations of the engine 74 relative to thecontrol arm 70 can thus be achieved.

FIGS. 20A, 20B, 20C and 20D show different views of components of thecontrol arm illustrated in FIG. 21 of the drawings.

FIG. 21 shows a top view of a flight machine in accordance with anembodiment of the invention wherein the control arm 70 also serves asthe connector component for the engine 74, through the medium of thebracket 72. In this figure, the engine 74 has been mounted so as to benear its rear limit position, with the bracket 72 being connected at ornear the back of the control arm 70. Further, the engine 74 is mountedso that it is nearing the maximum distance or spacing from the controlarm 70, the engine 74 being positioned at or near the outermost locationof the bracket 72. It will, of course, be appreciated that the bracket72 may be moved forward on the control arm 70, and the engine 74 movedinward towards the control arm 70, in multiple increment settings sothat the optimal position of the engine 74 can be established.

FIG. 21 is the top view of a back mounted flight machine in accordancewith the invention. As noted, the frame arms form the basis forconnection of an L-shaped bracket by means of which the engines may befastened to the device. The L-shaped bracket may be moved both forwardand back. Another important option for adjustment in this embodiment isthat the engine 74 may be moved up and down relative to the bracket 72,so that fine positioning of the engine in its vertical orientation canbe secured for optimal effect, based on the weight and weightdistribution of the pilot amongst other parameters. This figure alsoshows some of the hand controls 130 at the end of the arms 70, where thehands of the pilot would normally be located, and which allow theoutput, direction and other attributes of the flight machine to becontrolled and manipulated. In use, at least the forearms of the pilotwould rest on the control arm 70, so that the hands are comfortablylocated around the hand controls 130. In this position, the pilot wouldbe able to control the flight by manipulating the hand controls todetermine engine power output, thrust, and other factors, and also movethe frame relative to the harness in the up and down directions, as wellas the clockwise and counterclockwise rotations. In this manner, thepilot therefore maintains full, effective and efficient control over theflight machine.

FIG. 22 is a detailed view showing a connection of the engine to abracket, and a detail of the fastening of the bracket to the armmechanism. Details of these components can be seen in FIG. 17B and FIG.16A.

FIG. 23 of the drawings shows a further detail the embodiment of theinvention including an control arms 26 with hand controls 130 at the endthereof for use by the pilot, and a further separate mounting arm 28upon which the engine 18 is mounted. The separate arm configuration, inaccordance with one embodiment of the invention, additionally allows forthe fine positioning of the engine relative to the remainder of theframe, so that the balance, weight distribution and other factors can betaken into account when positioning the engine on the flight device foroptimal effect and operation of the flights device.

Note that FIG. 23 also shows a safety or emergency switch 134, whichincludes a tie or mechanism 136 by means of which it can be connected tothe pilot, such as to the pilot's wrist. This safety or emergency switch134 will be pulled out from its socket 138, at certain appropriatetimes, which may be programmed to have different effects as desired.This safety switch 134, when activated, may result in the shutdown ofthe engines, reduction in the power output, deployment of an emergencydevice such as a parachute, or such other consequence as may be selectedand desired by the user and built into or programmed into the device. Asshown in FIG. 24 of the drawings, this figure illustrates in phantomlines the hand 140 and arm of the pilot, and how the cord 136 around thewrist of the pilot causes the safety or emergency switch 134 todisengage from the socket 138 in which it is located when the pilot'sarm is more than a predetermined distance from the arm of the frame 18,and is pulled out as a result thereof.

FIGS. 25, 26 and 27 of the drawings show some of the fine controls whichmay be part of the flight device in accordance with the invention.Typically, the pilot may determine the amount of thrust or power outputof the engine by rotating a handle 150 which is held by the pilot'shand. In one form of the invention, the amount of power or thrustincreases at a greater rate during the early stages of rotation of thehandle 150, and at a lesser rate once the flight machine has becomeairborne. Therefore, movement of the handle 150 in certain incrementsmay not at selected times result in such significant thrust changes,giving the pilot better fine control in flight. These figures the show aspring-loaded arm 152 in association with the rotatable handle 150,which together can be adjusted and fine tuned so as to provideappropriate changes in thrust and power output at the relevant time. Atdifferent points along the angular rotation, a different amount ofincrease or decrease in thrust may be applied to the engine over a givenincrement or decrement depending upon the angular position of the handle150. The handle 150 includes a projection or tab 156 along a section ofits circumference, which engages and moves the spring-loaded arm 152 atselected points. FIGS. 25 to 27 show sequential positions of the handle150, and the interaction thereof by means of the tab 156 with thespring-loaded arm 152 as the handle is rotated through its positions bythe pilot.

FIG. 28 of the drawings shows a top view of a flight device inaccordance with a further aspect of the invention, in this caseincluding four engines, two on each side of the frame, fore and aft ofeach other. These engines may be mounted on a separate engine mountingarm, which is part of the frame, but separate from the arm for thepilot, and the controls at the end thereof. Engines may be individuallypositioned for optimal effect, as described above. Note that thisembodiment including the four engines may also be used on the singlecontrol arm embodiment described above, with both engines on each sidemounted to the control arm directly by means of one or more brackets.

FIGS. 29 and 30 show a further aspect of the invention, and thesefigures show a view of the flight device with a retractable panel 160movable between a first position in which the panel is retracted, asshown in FIG. 29 of the drawings, and a second position in which thepanel is extended, as shown in FIG. 30 of the drawings. The embodimentshows a retractable panel 160 on each side of the device. Theretractable panel 160 may operate as a heat barrier between the engineand the pilot. In many instances, the engines may give off intense heat,particularly so during takeoff, and the presence of the retractablepanel 160 may be particularly useful to protect the pilot during takeoffand landing, when a pilot may be more likely to experience the effect ofthe substantial heat produced by the engines.

FIGS. 31 and 32 show yet a further embodiment of the invention,including the presence of a retractable support 170, which is shown inthe retracted position in FIG. 31, and in the extended position in FIG.32. The retractable support 170 comprises an arm 172 and a foot 174.This retractable support 170 may, in the extended position, provide morestability and support so that the flight device can be more convenientlyfitted to and removed from the pilot before and after a flightrespectively. Further, the extent to which the retractable support 170extends outward can be adjusted so as to take into account the specifictypes of the pilot, including height and other dimensions.

FIGS. 33 and 34 of the drawings shows a further embodiment of a flightdevice in accordance with the invention, and which includes acompartment 180 for a deployable parachute 182. FIG. 33 shows acompartment fitted on the back of the fuel tank, and which houses theparachute 182 when in it stored position. FIG. 34 shows the parachute182 when it has been deployed. The parachute 182 can be deployed at thechoosing of the pilot, depending upon the circumstances, and may be usedduring certain emergency events such as engine failure to ensure a softlanding, or it may be used even without engine failure but whencircumstances are such that a slowing of the vehicle may becomenecessary for a safe landing.

FIGS. 35 and 36 show a further embodiment of the flight device inaccordance with this invention. In this embodiment, the flight deviceuses substantially the same type of air frame and control systems as hasbeen described with reference to previous embodiments, but has in placeof at least some of the turbine engine jet packs the presence ofelectric powered motors 190 which spin ducted fans for thrust.Preferably, all of the engines 190 are electric powered motors, althoughit may be within the scope of certain embodiments of the invention tohave a combination of turbine engines and electric powered motors. Aswill be appreciated, the electric powered motors 190, which spin theducted fans for thrust, utilize batteries 192 as a power source, andthese may be housed in an enclosure 194 which corresponds to theposition of the fuel tank as described with reference to previousembodiments. FIG. 35 of the drawings shows a side view of a flightdevice in accordance with this embodiment of the invention, while FIG.36 shows a top view of the device. It will be seen that each of thelateral arms of the mainframe has mounted thereon three linearly spacedand adjacent electric powered motors, and shown in these figures are theducted fans which spin on precision constructed shafts to create thenecessary thrust. The battery compartment 194 is at the rear of theframe, and the batteries 192 may be removed and replaced, recharged orotherwise maintained as best dictated by the specific needs andrequirements of the situation. Appropriate connections operating betweenthe battery 192 or battery pack and the various engines are provided,and the necessary pilot controls for manipulating and operating thebattery power output are provided so that the combined and individualthrust produced by the plurality of electric powered motors can bevaried according to the flight context.

Various electric motors of different configuration and size may be used.In this way, a motor having a desired fan swept area, diameter, shaftassembly system, and ducted fans may be utilized. The number and size ofthe motors which may be placed on a flight device in accordance with theinvention may be selectively varied according to the weight of thedevice and the size and weight of the pilot. Of course, the combinedpower output of the electric motors must be sufficient to achieve flightstatus based on the combined weight of the flight device and the pilot.As will be appreciated, the weight of the batteries will not change toany significant extent during the course of the flight as the power ofthe battery is used to drive the electric motors, so that abattery-operated flight device removes one of the parameters for whichadjustments must be made by the pilot as the fuel level and weight ofthe device drops during the course of a flight in a correspondingturbine engine flight device of the invention.

The drawings in this application with the accompanying text showsseveral embodiments including preferred embodiments of a back mountedflight machine in accordance with the invention, but he will beappreciated that the invention is not limited to the exact detailsdescribed, and variations of the invention are permissible within thescope of the claims.

Throughout this description, the embodiments and examples shown shouldbe considered as exemplars, rather than limitations on the apparatus andprocedures disclosed or claimed. Although many of the examples presentedherein involve specific combinations of method acts or system elements,it should be understood that those acts and those elements may becombined in other ways to accomplish the same objectives. Acts, elementsand features discussed only in connection with one embodiment are notintended to be excluded from a similar role in other embodiments.

As used herein, “plurality” means two or more. As used herein, a “set”of items may include one or more of such items. As used herein, whetherin the written description or the claims, the terms “comprising”,“including”, “carrying”, “having”, “containing”, “involving”, and thelike are to be understood to be open-ended, i.e., to mean including butnot limited to. Only the transitional phrases “consisting of” and“consisting essentially of”, respectively, are closed or semi-closedtransitional phrases with respect to claims. Use of ordinal terms suchas “first”, “second”, “third”, etc., in the claims to modify a claimelement does not by itself connote any priority, precedence, or order ofone claim element over another or the temporal order in which acts of amethod are performed, but are used merely as labels to distinguish oneclaim element having a certain name from another element having a samename (but for use of the ordinal term) to distinguish the claimelements. As used herein, “and/or” means that the listed items arealternatives, but the alternatives also include any combination of thelisted items.

1. A back mounted flight machine comprising: a frame comprising aconnecting bracket, a pair of lateral arms extending from the connectorbracket, and an engine mounted on each of the lateral arms in a selectedand variable position; a harness mounted on the connecting bracket ofthe frame and between the pair of lateral arms; and a fasteningmechanism for connecting the harness to the connecting bracket of theframe to permit relative movement between the harness and the frame in aplurality of orientations.
 2. (canceled)
 3. A back mounted flightmachine as claimed in claim 1 wherein each of the pair of lateral armscomprises a control arm to facilitate relative movement between theharness and the frame and a mounting arm for receiving the engine.
 4. Aback mounted flight machine as claimed in claim 1 wherein each of thepair of lateral arms comprises a control arm and a mounting bracket formounting the engine on the control arm.
 5. A back mounted flight machineas claimed in claim 1 wherein each lateral arm has multiple points forconnection of the engine so that the engine may be positioned at aselected and variable point along the lateral arm.
 6. (canceled)
 7. Aback mounted flight machine as claimed in claim 1 further comprising anengine mounting bracket for mounting the engine to the lateral arm.
 8. Aback mounted flight machine as claimed in claim 7 wherein the engine ismounted to the engine mounting bracket at one of several mountingpositions so that the distance between the engine and the lateral armcan be selectively varied.
 9. A back mounted flight machine as claimedin claim 7 wherein the engine is mounted to the engine mounting bracketin one of several mounting positions so that the engine may bevertically higher or lower relative to the lateral arm.
 10. A backmounted flight machine as claimed in claim 1 wherein the fasteningmechanism comprises a pair of vertical brackets within the connectingbracket, a rod rotatably received by the vertical brackets, a fasteningplate fixed to the harness, and a rod end having a first end rotatablysecured to the rod and a second end connected to the fastening plate.12. A back mounted flight machine as claimed in claim 1 wherein therelative movement between the harness and the frame in a plurality oforientations includes movement wherein the frame and harness can move ina clockwise and counterclockwise direction relative to each other and ina fore and aft direction relative to each other.
 13. A back mountedflight machine as claimed in claim 1 further comprising a control handleformed at an end of each of the pair of lateral arms, the control handlefacilitating engine control and relative orientation between the harnessand the frame.
 14. A back mounted flight machine as claimed in claim 13wherein the control handle includes a rotatable engine control post forcontrolling engine output.
 15. A back mounted flight machine as claimedin claim 13 wherein the control handle includes an emergency switch foraltering engine output, the emergency switch including a tie connectableto a pilot, such that selected movement of the hand of the pilot willcause the tie to activate the emergency switch.
 16. A back mountedflight machine as claimed in claim 13 wherein the control handleincludes a tab on an outer surface thereof, the tab cooperating with aspring-loaded arm for controlling thrust of the engine.
 17. (canceled)18. A back mounted flight machine as claimed in claim 1 wherein theengines mounted on the lateral arms are turbines which arecounter-rotating, rotating in different directions to each other inorder to provide stability to the flight machine.
 19. A back mountedflight machine as claimed in claim 1 further comprising a pair ofretractable barriers formed between the harness and the engines, theretractable barriers been movable between a first extended positionbetween the harness and the engines, and a second retracted position.20. A back mounted flight machine as claimed in claim 1 furthercomprising a retractable post for supporting the flight machine when onsolid ground.
 21. A back mounted flight machine as claimed in claim 1further comprising a compartment for a stored parachute, wherein theparachute can be deployed in both emergency and non-emergencysituations.
 22. (canceled)
 23. A back mounted flight machine as claimedin claim 1 wherein each engine comprises deflectors to facilitatecontrol of direction of the flight machine, the deflectors beingconnected to a hand control device formed on the lateral arms by cables.24. A back mounted flight machine as claimed in claim 13 wherein thehand control is rotatable and calibrated such that thrust increases at agreater rate during the early stages of rotation of the hand control,and at a lesser rate once the flight device is airborne.
 25. A backmounted flight machine as claimed in claim 1 further comprising acooling mechanism whereby oil is deposited at bearings within the engineafter shut down but before engine rotation has ceased.